Temperature-regulating valve mechanism



Aug. 30, 1949.' J. c. sHAw TEMPERATURE-REGULATNG VALVE MECHANISM 2 Sheets-Sheet 1 Filed Dec. 4, 1946 lg- 30, 1949. J. c. sHAw TEMPERATURE-REGULATING VALVE MECHANISM 2 Sheets-Sheet 2 .Filed Dec. 4, 1946 Patented Aug.' 30, 1949 TEmEaA'rURE-REGULATmG vALvE MEcnANrsM Joe c. shaw, Racine, wis., assignmu Young Radiator Company, Racine, Wis., a. corporation of Wisconsin Application December 4, 1946, Serial No. '113,965

1 Claim. l During recent years the demands of commerce and the emergencies of vwar have greatly accelerated the requirements for enlarged and refined aircraft. The constantly growing requirements` for greater carrying capacity has necessitated an enlargement and multiplication of the power units. More and larger power units required oil cooling units of expanded capacity and greater flexibility. However, this latter requirement has been accompanied by a demand to reduce the weight and limit the space requirements for the oil cooling equipment and provide constructions which would facilitate repair and replacement.

The main objects of this invention, therefore, are to provide an improved form of valve mechanism for oil cooling devices for use with heatgenerating power plants, particularly of the type designed for aircraft; to provide an improved means for mounting the valve seats for such a valve mechanism which permits the machining operations on said valve seats to be performed separately and outside of the valve housing and all of the valve parts to be subsequently assembled within the valve housing; to provide an improved form of valve-seat mounting of this kind which permits the valve housing therefor to be bonded within the casing of an oil cooling unit prior to the assembling of any other parts of the oil cooling unit; and to provide an improved form of valve mechanism mounting of this kind which permits the valve mechanism to be assembled in the valve housing after the work on the oil cooler itself is completed.

A preferred form of valve mechanism embodying this invention is shown in the accompanying drawings, wherein:

Fig. 1 is a side elevation of an aircraft oil cooling device equipped with a valve mechanism embodying this invention;

Fig. 2 is an enlarged cross-sectional detail taken on the line 2-2 of Fig. 1 showing the manner in which the valve housing is suspended within and bonded to the oil cooler casing;

Fig. 3 is a longitudinal sectional view of the valve mechanism taken on the line 3-'3 of Fig. 2; and

Fig. 4 is a perspective view of the improved sleeve mounting for valve mechanisms of this kind, one of the check valves associatable therewith being shown in its disassembled axial position.

The preferred form of valve-mechanism mounting, embodying this invention, is herein rial No. 713,966, filed December 4, 1946, now Patent No. 2,469,212, dated May 3, 1949. Such a valve mechanism is designed for use with an oil cooling device 6 of the type shown in Shaw- Schlapman co-pending application Serial No. 508,104, filed October 29, 1943, so that the housing 1 of the valve mechanism 5 is suspended from and within the casing 8 of the oil cooling device, as more clearly set forth in co-pending application Serial No. 713,964, filed December 4, 1946, now Patent No. 2,468,519 dated April 26, 1949.

The valve mechanism 5 comprises the housing l wherein is supported a sleeve 9 which mounts a plurality of valve-seat partitions I0, Il, I2, and l 3 with which co-act the primary valve members I4, I5, and I6 and the secondary valve members Il and I8, arranged on a valve stem i9, so as to be actuated by the thermostat 20 for controlling the ow of oil from the housing main inlet 2| to the housing main outlet 22 either directly through the housing or indirectly through one or the other of the dual oil-flow paths in the oil cooling device 6.

An oil-cooling device 6 of the type set forth in the aforesaid co-pending application Serial No. 508,104 includes a row of spaced tubes extending diametrically across the casing in a plane disposed axially of the casing and a batteryof tubes extending axially of the casing 8 and filling the spaces on the opposite sides of these tubes and between them and the casing 8. These latter tubes have their ends bonded together and to the periphery of the casing 8 so as to form a labyrinth around said tubes in heat-exchange relationship with a cooling medium flowing through said tubes. These two sets of tubes provide two oil-flow paths through the cooling device, one through the diametrically arranged tubes, which is commonly referredfto as the warm-up chamber, and the other the labyrinth around the axially-disposed tubes, which is referred to as the main cooling core.

The housing l. for the valve mechanism 5, is in the form of a casting the open ends of which have formed thereon annular ribs 23 and 24 and an intermediate annular rib 25 which co-act to provide support for the sleeve 9. In addition to the main inlet and outlet ports 2l and 22, located in the top wall of the housing l, the housing is provided with an auxiliary outlet port 26 and an auxiliary inlet port 2l formed in the bottom of the housing, and a pair of auxiliary inlet ports 28 formed in the side walls of the housing.` As will be noted from Fig. 2, the side walls of the housing 1. whereat the inlet ports 28 are formed,

-more fully hereinafter.

End caps or plates 29 and 30 are provided for closing the open ends ofthe housing. These endcaps have annular `shoulders 3l and 32 formed-1 on the inner faces thereof which telescope Vand rit within the adjacent ends of the sleeve 9.'- These end caps 29 and 30 are held in place-by a,

conventional type of spring ring 33. Gaskets 34 are recessed in the housing. 9 outwardly of the ribs 23 and 24 and in the rlb= 25 so`as to form an oil-tight seal between the housing 1 and the end caps 29 and 30 and the sleeve 9.

The sleeve 9, as most-clearly shown in Fig. 3, is a tubular memberfo'f a length so that it will t within the housing 'l between the end caps 29 and 30, being supported on the ribs 23, 24, and 25. Within this sleeve are secured the valve-seat partitions IIJ, II, I2, and i3 which divide the interior of the sleeve into chambers 35, 36, 31, 33, and 39. Ports 40, 4I, 42, 43, and 14 are formedin the sleeve 9 so as to provide communication respectively between the chamber 35 and the housing auxiliary outlet port 25, the chamber 39 and the housing main inlet port 2l, the chamber 39 and the housing auxiliary inlet port 21, the chamber 39 andthe housing main outlet port 22, and the chamber 39 and the housing auxiliary inlet ports 28, as may be controlled by the operation of the valve mechanism 5 to be explained more fully hereinafter.

The sleeve 9 ls located and held ln its proper angular position with respect to the housing l by means of a pin 45. This pin is inserted through an aperture 45 in the housing 1 adjacent the end cap 29 and engages a recess 41 in the end of the sleeve 9.

The valve-seat partitions I0, Il, l2, and I3 are in the form of annular members brazed or welded on the interior of the sleeve 9. They are provided with central openings which aiord communication between the adjacent chambers and permit the formation of valve seats 43, 49, 59, 5I and 52 adapted to co-act with the valve members I4, I5, I9, and i1,respectively in the control of such inter-chamber communication.

It will be noted from Fig. 3 that the valve seats 50 and 5I are formed on a separate ring 53 mounted on the valve-seat partition I3 and held in place by a conventional type spring ring 54.

The primary valve members I4, I5, and I6 are of the poppet type whereas the check valve members I'l and I8 are of the sleeve type.

The valve member I4 is supported on a bushing 55 threaded on the end of the valve stem I9. On the side opposite the tapered part, which engages the valve seat 48, is formed an annular extension 53 which serves as a piston slidably mounted in a cylinder 51 integrally formed on the end cap 29. Aspring 58 is interposed between the valve I4 and the end cap 29 and normally urges the valve I4 toward its seat 48. Apertures 59 are formed in the valve member I4 to provide communication between the chamber 36 and the cylinder 51 rearwardly of the valve member I4.

The valve member I5 is of a construction quite similar to the valve member I4 except that the extension 90 serves as a cylinder co-acting with a piston 9|. The valve member I5 is slidably mounted on the valve stem I9 inwardly of a nut 62 on said stem and is normally urged against "4 said nut byvmeans cra spring 93 l tween the valve member I5 and the piston v46I.

Aperturas 94 are formed in the valve member I5 which permit communication between thechamber 36 and the cylinder -69 rearwardlyof the valve member I5.

VThe diametenof theV openingthrough the.. valve-seatpartition I9 is equal to the interior diameter ofthepiston cylinder 51 whereas the diameter of the openin'gof the valve-seat partitionf'llis' slightly greater than the interior diameter' ofthe cylinder 60. This establishes a condition of balance for the valve member I4 and a condition of imbalance for the valve member l5. Accordingly, the movement of the valve member I4 will be confined to the pressure difer-4 i ential between the spring 53 and theaction of thermostat 29 under the changing temperature of the oil ilowing through chamber 36. On the other hand, the valve member I5, due to a differential in the force of the oil pressure acting on opposite sides of the valve when the valve member I5 is seated under the pressure of the thermostat 20, will retract againstthe action of the spring 63 to subsequent increasing oil pressure in the chamber 36.

The valve member i6 is bell-shaped and slidably mounted on the valve stem i9, being normally urged into contact with a shoulder 65 on said stem by means oi a spring 86 interposed between valve member I6 and a ilange 61 on a collar 58 threadingly connected on the valve stem I9.

The valve member I1 is slidably supported on the valve seats 5I and 52 and is connected to the valve stem I9 by means of a spider 69. The hub of the spider embraces the valve stem I9 and the valve is normally urged against shoulder 10, on the valve stem I9, by means of the spring 63.

The valve member I8 is slidably mounted in the sleeve 9 within the chamber 39. It is provided with ports 1I adapted to register with the ports d4 in the sleeve 9 and is recessed at 12 to provide an opening registering with the port 43 in the sleeve 9. This valve member is mounted on the collar 68 by means of a spider 13, the hub of which is held rmly against the flange 61 by means of a' spring ring 14. An inwardly-extending pin 15, supported on the housing 9, is received in a slot 'i6V in the check valve member i8 so as to locate and retain the valve member I8 in its proper angular position with respect t0 the sleeve 9.

The valve stem I9 is made up of two sections 'l1 and 19. These are secured together by a slip it as shown at 19, so that in its assembled form it constitutes a unitary part extending from the chamber 35, where it supports the valve member i4, to the chamber 39, where it is supported in axial alinement with the thermostat 29.

The thermostat 20 is of the Vernet type and comprises two of these devices opposed to each other. The stem for the .one thermostat extends nto the collar 68 whereas the stem 8l on the other thermostat is received in a collar 82 supported on the housing end cap 30. The pins 83 and 34 for these respective thermostat elements, which are shifted relative to the stems 80 and 8| by reason of the temperature inuence on the expansible substance therein, bear respectively against the ends of the valve stem section 1B and a plug 85 threaded into the end of the collar 82.

A valve mechanism of this type .is especially suited for assembly with an oil cooling device 6 of the type shown in aforesaid co-pending application Serial No. 508,104, in the preferred relainterposd betionship as more fully set forth in the aforesaid co-pending application Serial No. 713,966. In such an arrangement the valve housing 1 is suspended within the casing 8 of the oil cooling device 6. The casing is bonded to the housing as shown in Fig. 2 so that only the top wall of the valve housing 1, with its main inlet and outlet ports 2| and 22, is exterior of the casing 8. The upper ends of the warm-up chamber tubes 88 iit into the bottom of the housing 1 in communication with the respective housing auxiliary outlet and inlet ports 28 and 21. At their opposite ends these tubes are connected with a header 81 wherein are formed port openings 88 which provide communication with the main core sections surrounding the usual axially disposed tubes filling the compartment between the tubes 86 an the casing 8.

Such a sleeve mounting for the valve mechanism 5, as herein set forth, lessens the amount of machining that has to be done on the housing 1. This is particularly advantageous where the valve mechanism is to be suspended within the cooler casing 8, as herein shown and described. This permits the highly machined and delicately arranged valve mechanism 5 to be assembled in the valve housing 1 after all the work has been done to install and seal the various tubes which constitute the warm-up chamber and the main cooling core for the cooling device 6.

When the oil cooling device, with the associated valve housing, is ready the assembly of the valve mechanism is as follows: The valve-seat partitions Ill, II, I2, and I3, after appropriate machining, are welded or brazed in the sleeve 9. The valve member I1 is first placed on the valve stem 11 up against the shoulder 1D. Thereupon the piston 6I is slipped onto the stem section 11 after which the spring 63 is placed in position and the valve member I5 slipped onto the valve stem section 11. These parts are secured in place by the nut 92, after which the bushing 55 is placed on the end of the valve stem section.

These partially assembled parts are then placed in position within the sleeve 9, as they are shown in Fig. 3. The valve seat ring 53 is then secured in place by means of the spring ring 54. The valve member IB is then slipped onto the valve stem section 18 up against the shoulder G5 iollowing which the spring 55 is arranged between the valve member i8 and the flange t1 on the collar 68, screwed onto the end of the valve stem section 13. The valve member i8 next has the spider 13 placed over the end of the collar t8 in position against the flange t1 by the spring ring 19. This sub-assembly of parts on the valve stem section it is then inserted into the end of the sleeve 9 so that the slot 16 will receive the pin 15 and the end of the valve stem section i8 enters the end of the section 11.

When these parts are assembled in the sleeve 9 the sleeve is inserted into the valve housing 1 and secured in proper angular position by means of the pin d5. Thereupon the thermostat 20 has the stem Bil slipped into the collar 68 and the collar t2 slipped over the end of the stem 8|, following which the end cap 39 is placed over the end of the sleeve @E and locked in position in the end of the valve housing 1 by means of the spring ring 33. Next the valve member id is placed in position upon the bushing 55. The spring 58 is then arranged on the valve member i6, in the position shown in Fig. 3, whereupon the end cap it is slipped iinto place and locked by means of thek spring ring 38. l.

Fittings 89 and 90, of a suitable character, are secured to the valve housing 1 whereby the housing main inlet and outlet ports 2| and 22 respectively may be connected into the lubricating oil line, after the cooling device 8 has been-properly secured in place on the aircraft. The operation of the valve mechanism is, brieffly, as follows: Y

Assume that the oil in the cooling core of the cooling device 8 is so congealed that it would be unsafe to have the pressure of the oil line applied thereto. Such a temperature of the oil would of necessity actuatejhe thermostat 28 so that the valve members I4, I8, I1, and I8 would occupy the positions shown in Fig. 3. Thus communication between the housing main inlet port 2l and main outlet port. 22 would be direct through the sleeve from the chamber 35 through the chambers 31, 38, and 39.

It will be noted that when the valve stem I9 is so retracted the valve member I1 is seated on the valve seat 5|. This closes the sleeve port 42. Likewise the Valve member I8 is shifted so that the port M are not open to the housing auxiliary ports 28. It is, therefore, impossible for the oil line pressure, applied to moving the oil through the sleeve, to exercise. any back pressure through the ports 42 and 28 on either the warmup chamber tubes 86 or the main cooling core.

As soon as the oil traveling through this path has become suiliciently warm to make it safe for the line pressure to be applied to the warm-up chamber, comprising the tubes 86, the thermostat 20 will have shifted the valve stem I9 to the right of Fig. 3 sucient to seat the valvemember I5 v but unseat the valve member Il. Thereupon the path of the oil from the housing main inlet port 2l to the main outlet port 22 would be indirect through the warm-up chamber of the cooling device.

Such movement of the valve stem I9 retracts the valve member i1 thereby opening the port d2 and permitting the exit of oil from the warmup chamber through the housing auxiliary inlet port 21, through the port 42, into the chamber 38, thence to the chamber 39, and out through the sleeve outlet port 43. Obviously the seating of the valve member i5 on the valve seat 59 precludes any oil iiow between the sleeve cham--- bers 36 and 31. However, in the event the oondition of the oil in the warm-up chamber should make it unsafe for the oil line pressure to be applied to the oil in the warm-up chamber the spring 63 will yield so as to permit an escape of oil through the opening in the valve-seat partition iI until such time as the condition of the oil in the warm-up chamber makes it safe to apply the line pressure to the movement of the oil therethrough.

As the temperature of the oil rises further the thermostat 20 acts to continue the movement of the valve stem to the right of Fig. 3 until the bell-shaped valve member i8 is seated on the valve seat 59. This closes communication between the chambers 38 and 99 so that the oil can no longer pass through the housing auxiliary port 21. This backing up of the oil in the warm-up chamber tubes 68 causes the oil to ow out throughthe ports 98 in the header 81 (see Fig. l.) from whence it passes through the main core section and through the housing auxiliary inlet ports '218 communicating with the registering sleeve ports t6 and check valve ports 1I and out 7 through the port 43 to the housing main outlet rt 22. n plo.Variations and modifications in the details of structure and arrangement of the parts may be resorted to within the spirit and coverage of the appended claim.

Iv claim:

A valve mechanism of the class described comprising an open-ended housing having formed therein main inlet and outlet ports and auxiliary outlet and inlet ports, an end cap removably seated in each end of said housing, a sleeve supported in said housing and having ports formed therein aiording communication between said housing ports and the interior of said sleeve, separately formed valve-seat partitions bonded within said sleeve adjacent to said sleeve ports to form an end chamber communicating through one of said sleeve outlet ports with the auxiliary housing outlet port, an adjacent chamber communicating through a sleeve port with said housing main inlet port, a third chamber communieating through another of said sleeve ports with a housing auxiliary inlet port, and two other chambers one of which is located between said adjacent and third-mentioned chambers and the other of which is an end chamber communicating through another of said sleeve ports with said housing main outlet port, said valve-seat partitions, providing communication between adjacent chambers axially thereof, a sectional valve stem one section of which extends through said adjacent chamber and the chamber between said adjacent chamber and said third-mentioned chamber and into said first-mentioned end chamber, the second section of which stem is detachably secured to said one section and extends through said third-mentioned chamber and into said other end chamber, the third section of which is in the form of a anged collar detachably secured on the end of said second section opposite said rst stem section, a shoulder formed on said rst stem section adjacent the inner end thereof, a piston member slidably mounted on said one stem section inwardly of said shoulder, a valve member slidably mounted on said one stem section and on said piston, a nut threadingly mounted on said rst stem section and adapted to limit the movement of said valve member, a

spring interposed between said piston member and said valve member and normally urging said memberstoward said shoulder and nut respectively, a second valve member mounted on the end oi' said one valve stem and located in said first-mentioned end chamber, said val've member having a piston formed thereon slidably supported in a cylinder formed on the adjacent end cap, a spring interposed between said valve member and said end cap and normally urging said valve member toward its valve seat, an annular shoulder on said second valve stem section adjacent said one valve stem section, a valve member slidably mounted on said second valve stem section. a spring interposed between said valve member and the ange on said valve stem collar and normally urging said valve against said annular shoulder on said second valve stem section, a double-acting thermostat located in said other end chamber having one of the' stems thereof telescopingly arranged in said valve stem collar with the shiftable pin therein abutting against the end of said second valve stem section, a collar on the other end cap for said housing telescopically supporting the other thermostat stem, and an adjustable plug in said secondmentioned collar constituting an abutment for the shiftable pin in said second thermostat stem.

JOE C. SHAW.

REFERENCES CITED The following references are of record in the ille of this patent:

UNITED STATES PATENTS Number i Name Date 1,061,690 Rice May 13, 1913 1,208,130 Fulton r Dec. 12, 1916 1,330,342 Brel] Feb. 10. 1920 1,807,040 Leonard May 26, 1931 1,861,396 Isbell May 31, 1932 1,873,769 Lang cl- Aug. 23, 1932 1,947,527 Lamond -1-- Feb. 20, 1934 1,989,585 Bigelow Jan. 29, 1935 2,288,599 Ramsaur July 7, 1942 2,374,639 Miller Apr.,24, 1945 2,379,109 Shaw` June 26, 1945 2,396,053 McEntire Mar. 5I 1946 

